Transmission Question

[jdooles]

I am looking at buying a used T-14 to replace the Transmission in my 70 CJ5 . The Transmission I had was also a T-14 , now my question is there any difference from 1970 and a 1972 T-14 ? Any info would be greatly appreciated.

 

[CJim7]

Sorry for the long read, this is taken from Novak's site. It looks like as long as you arent trying to use one from a Dauntless Buick 225 V6 to a AMC 232 i6 /AMC 258 i6 / 4.2l or vice versa, you are ok. The input is different.

The Novak Guide to the
Borg-Warner T14 Transmission

The Borg-Warner T14 is a lighter-duty, three-speed transmission, introduced in the 1967 CJ5 and C101, and was offered in Jeeps up through 1975. The T14 was found only behind the Buick V6 engine until 1972, when it was provided as the base transmission for the AMC 232 and 258 I6 engines.
Features

The T14 is a top loaded, top shifting transmission using a cane shift lever.
The T14 is fully synchronized in all forward gears and all gears are helically cut. It uses sliding clutch collars in lieu of sliding gears as found in other, earlier Borg Warner three speeds.

Identification

The T14 transmission is 9-11/16" long and features a cast iron top cover that is retained by six bolts. The main case is of cast iron. The case itself has two protruding bosses as provisions for side-shifting actuators, however, no known Jeep side-shift applications are known.

All T14 transmissions have a 1-3/16" x 10 spline output shaft for mounting the transfer case input gear (or overdrive barrel gear). The T14 was the only Jeep transmission to feature this distinctive spline configuration.

The T14 may have the following casting numbers: T14, T14AA or 1302 and these are typically found on the passenger's side.
Make: Borg-Warner Gear
Length: 9-11/16 "
Weight: 80 lbs.
Case: Cast Iron
Top Cover: Cast Iron
PTO Ports: none
Gearing: 3.10, 1.61, 1.0, Rev. 3.10

Jeeps also had a T86 transmission available with the Buick V6 from 1966-1969. It was similar in form and appearance, but its casting numbers will differentiate it from the T14

There are two versions of the T14 to note, depending on its year and mating engine. All early Buick V6 T14's used a different input shaft/gear than the later AMC 232 & 258 T14's.

The T-14 and T-15 are similar in designation, and visually somewhat similar. However, the T-14 did use a three-bolt front bearing retainer whereas the T-15 used a four-bolt front bearing retainer.

Transfer Case Compatability

The Jeep T-14 was factory-married to the Jeep Dana Spicer Model 18 Transfer Case , and only the large (4") input bore versions.
T-14 was available attached to the Jeep Dana Spicer Model 20 Transfer Case in the 1972-1975 Jeeps.

The T-14 always used a 10-spline transfer input gear. An informative chart of these gears can be found here. Care should be taken when ordering adapters for transmissions replacing these 10-spline gearboxes.
Engine Compatibility and Adaptability
The earlier T-14 had a 1-1/8" x 10 spline input shaft (or "clutch shaft") and its pilot tip is ~19/32" in diameter. Later AMC era T-14 's had the same spline configuration, but the pilot tip increased in size to ~3/4" in diameter.

GM

The T-14 used a standard Buick bellhousing from 1967-1970. It used a factory bellhousing adapter in cast iron during these years and a special input bearing retainer. It is also possible to adapt the T-14 to a variety of GM bellhousings with our T-14 adapter assembly.

While it is mechanically possible to marry many GM bellhousings to this adapter, stronger upgrade engines can be overwhelming to the T-14 , as it is a lighter-duty gearbox.

In 1971, AMC cast a special Buick bellhousing that was deeper, and machined to match the T-14 's native front bolt pattern. This unique bellhousing also used a special cable clutch release.
AMC 232 i6 & AMC 258 i6 / 4.2l

The 1972-1975 Jeeps with the AMC I6 had its own, dedicated bellhousing to the T-14 . This was a deeper bellhousing (~9") than the standard AMC bellhousings that would be released in 1976.

 

[jdooles]

Appreciate the info, as much as i've been on Novaks site lately i'm surprised i hadn't found that myself. The good thing is if I decided to buy that Transmission , which is from an inline six, Novak offers a pilot bushing that would fix the issue, thanks again.